Aquatic amusement apparatus



March 7, 1944. H MAYNES 2,343,313 AQUATIC AMUSEMENT APPARATUS Filed Aug.4, 1939 11 Sheets-Sheetl 39 37 F X I C7 C7 Q55 /6. Z. a y

- I ATTORIIEYS March 7, 1944. MAYNEs 2,343,313

AQUATIC AMUSEMENT APPARATUS Filed Aug. 4, I939 ll Sheets-Sheet 2 I 5/ wI INVENTOR ATTO R N EYS March 7, 1944.

Filed Aug. 4, 1939 ll Sheets-Sheet 3 u 0v /B V g. M Z 6 f 5 2 G 1 H 2 Z.4. L a 1 a f M w INVENTOR E'A/ayzzes ,MY ATTORNEYS March 7, 1944. FMAYNES 2,343,313

AQUATIC AMUSEMENT APPARATUS Filed Aug. 4, 1939 11 sheets- -sheet l as 90a0 a; a2 '8/ 32 69 V ATTO NEYS March 7, 1944. H. F" MAYNES AQUATICAMUSEMENT APPARATUS Filed Aug. 4, 1939 ll Sheets-Sheet 5 ATTO R N EYSMarch '7, 1944. MAYNES 2,343,313

AQUATIC AMUSEMENT APPARATUS Filed Aug. 4, 1939 ll Sheets-Sheet 6 [F3 /69 A 6 Z27 I PINVENTOR fi'u/a x. ni/awzas BY I 3 MM?- TT RNEYS March 7,1944. H. F. MAYNES AQUATIC AMUSEMENT APPARATUS 11 Sheets-Sheet 7 FiledAug. 4, 1939 @mami,

March 7, 1944. ES 2,343 3133 AQUATIC AMUSEMENT APPARATUS Filed Aug. 4,1939 ll Sheets-Sheet 8 INVENTOR May/26$ My QM ATTORNEYS March 7, 1944.H. F, MAYNES AQUATIC AMUSEMENT APPARATUS Filed Aug. 4, 1939 llSheets-Sheet 9 INVENTO R g? fif/i/ay/zes M SQ N? ATYO R V NEYS March 7,1944. H F MAY NES 2,343,313

AQUATIC AMUSEMENT APPARATUS Filed Aug. 4, less 11 sheets-sheet 1oINVENTOR ATTORNEYS March 7, 1944. H. F. MAYNES AQUHTICLAMUS EMENTAPPARATUS Filed Aug. 4, 1939 ll Sheets-Sheet ll Y ATT RNEYS PatentedMar. 7, 1944 2,343,313 AQUATIC AMUSEMENT APPARATUS Hyla F. Maynes, NorthTonawanda, N. Y., as-

signor of one-half to Emma C Maynes, North Tonawanda, N. Y.

Application August 4, 1939, Serial No. 288,407

6 Claims.

The present invention relates to aquatic amusement apparatus and hasparticular relation to apparatus wherein one or more patron-controlledmotor boats are employed.

According to the present invention an enclosed body of water is providedwith boats of novel construction rendering them stable and safe, andadapted to safely collide head-on or otherwise with one another or withstationary objects, even when the boats are travelling at full speed,without danger of upset or injury to the boats or to thepatron-passengers therein.

Each boat may be driven by an engine operated screw propeller and may beprovided with a rudder, and both the engine and rudder may be controlledby a patron-passenger in the boat.

The water in which the boats operate may be contained in a canvas tanksupported by a knockdown framework. Around such tank vertical rollersmay be provided to enable the boats to readily turn when in contact withthe tank walls.

At one side of the tank there may be a slip through which the boats maypass beside a loading platform from which patrons may enter or leave theboats. Suitable entering and exiting means may be provided to and fromthe platform.

Each boat may be provided with meter means for recording the time eachboat has been employed, such meter means being disposed within the viewof the occupants and preferably having an indicator dial on the steeringwheel which is calibrated either in terms of time or money.

Means are also provided for storing boats out of water at one side ofthe tank, and for lifting them to and from the water for storage.

These and other objects and advantages will become apparent from thefollowing description of the apparatus shown in the accompanyingdrawings, wherein:

Fig. 1 is a plan View of the tank and adjacent structure, with the boatstherein indicated by broken lines;

Fig. 2 is a front elevation of the structure shown in Fig. 1;

Fig. 3 is a vertical sectional view taken through the structure at thestorage side thereof;

Fig. 4 is a plan view of the portion of the structure shown in Fig. 3

Fig. 5 is a vertical sectional view taken through the loading platformshown in Fig. 1, one of the boats appearing in the view in frontelevation;

Fig. 6 is a fragmentary plan sectional view showing a brake associatedwith the loading platform;

portion of the structure Fig. '7 is a fragmentary vertical sectionalview showing the brake;

Fig. 8 is a detail elevational view of the roller structure associatedwith a gate in the slip adjacent the loading platform and extendingaround the tank;

Fig. 9 is a sectional View taken along line 89 of Fig. 1, showing alatch for the gate;

Fig. 10 is a side elevational view of the boat;

Fig. 11 is a bottom plan view of the boat;

Fig. 12 is a top plan view of the boat;

Fig. 13 is a plan sectional view of the boat, the upper portion thereofbeing broken away;

Fig. 14 is a longitudinal vertical section through the boat;

Fig. 15 is a transverse vertical section through the boat;

Fig. v1t is a sectional view, on a larger scale, of the meter mechanismassociated with the steering wheel of the boat;

Fig. 17 is a fragmentary sectional view taken along line ll-l'l of Fig.16;

Fig. 18 is a side elevational view showing the boats of modifiedconstruction in head-on colli- SlOIl;

Figs. 19 and 20 are fragmentary side and rear elevations, respectively,of protective means for the propeller and rudder of the boat;

Fig. 21 is a diagrammatic view illustrating a novel throttle controlmechanism;

Fig. 22 is a sectional view of a dash-pot employed in the throttlecontrol mechanism of Fig. 21; and,

Fig. 23 is a vertical sectional view showing the roller supporting meanson the tank wall.

As shown in the drawings, the structure may consist of a tank 2| ofcanvas or similar material, supported upon a framework of generallyannular form consisting of uprights 22 and horizontal members 23 and 24.The side wall portions 25 of the canvas tank may be secured to andsupported by a sheet metal ring having an upright wall portion 26 and ahorizontal wall portion 21', the latter bearing upon the earth or upon aplate 28 which connectscertain of uprights 22,

and unloading. Platform 32 may be divided by fence 34 into an unloadingsection 35 and a load- "may consist of a wooden structure andparticularly th loading and unloading platforms. If desired, canvas orother material may be supported upon the outer uprights 22 andhorizontal members 230i the framework to completely or partially screenthe tank from persons outside of the structure.

Extending around the tank inwardly of the upright walls 25 arehorizontal supports d, supports 83 being above the water level andsupports M'being below the water level. As shown in Fig. 23 thehorizontal supports may be detachably secured to upright tubular members85 by clamps E5, which are preferably of the kind disclosed in my PatentNo. 2,236,826 dated April 1, 1941. The uprights 65 are supported bybrackets Eli which extend above the vertical wall portion of the tank,obviating perforation of the latter, the brackets being connected tovertical members 22 of the supporting framework.

At frequently spaced intervals along the supports 63 and 64 are verticalrollers Bl. These rollers are mounted for rotation, about their verticalaxes, on the supports and are engageable by the boats when the latterapproach the sides I of the'tank. As shown in Fig. 8 the rollers mayconsist of tubes 12 with closed ends provided with pins 13 hearing incups is welded to the horizontal supports. Upon detachmentof clamps E5the horizontal supports '63 and may be separated, permitting easyremoval of the rollers from cups 14.

- I Along the edges of the platforms BI and 32 facing the slip there aremounted at frequently spaced intervals rollers 68, as shown in Fig. -55,cach of which is journaled for rotation about a vertical axis. Theserollers-may be'supported by a channel unitmade up of angle irons E9 andH which are secured to the edges of the platforms, their function beingto permit the boats to have a rolling instead of scraping contact 'withthe edges of the platforms as they pass through the slip.

Mounted on each of the platform sections 35 and 36 at the point where itis desired to stop boats for unloading and loading are braking deandshown in detail these braking devices brake shoe l5 pivoted at'lt to the"roller supporting angle irons 69 and TI.

Amember'l'l secured to the free end of shoe i5 is pivoted toa horizontallink 78 which extends under the platform 32 and is pivoted at 'IQ to alever 80. The latter has a pivot pin 3!, constituting its fulcrum,secured to the platform by brackets 82. The upper end of the leverserves as a handle by means of which the shoe '55 may be swungoutwardly, horizontally, to

vices indicated on Fig. 1 in Figs. 6 and 7. Each of "cause'it to engagethe side of a boat and hold the boat against movement, a stationarybrake shoe'83 (Fig.1) preferably being opposite wall of'the slip toengage side of the boat.

1A cross-bar "84 supported 'byuprights 85 addisposed on the the oppositeleaving the slip.

in Fig. 9.

jacent the brake lever has shoulders 9b which prevent accidentalmovement of lever 35, but by flexing the latter away from the cross-barit may be shifted. In the position shown in Figs. 6 and 7, the brake isinoperative, but when the upper end of the lever til is moved to theleft, as the parts appear in these views, the brake shoe 15 will bemoved (to the right) into operative position.

At the end of the slip adjacent the loading end of the platform is agate 5%, provided with vertical rollers 6's, and hinged at Bl. The gateis normally urged to closed position by a resilient member, but may beswung open by a boat To control the departure of boats from the slip,the gate may be closed by a latch, indicated in Fig. l and shown indetail This latch consists of a bar 88 pivoted at 89 to a bracketsupported on platform 32. One end of the bar is a hook engaging a stop98 on the gate 86 to prevent it from swinging open, while the other endof the bar is a pedal by which the latch may be released.

At the side of the tank opposite from the platforms the framework has aplurality of boat storing panels, the inner and outer horizontal members23 of the framework being spaced widely enough in these panels (twelveof which are shown on the drawings) to receive boat therebetween, and,as shown in Figs. 3 and 4, boat supporting members M are extendedbetween certain of the horizontal members 26 in these panels. Mounted onsupports 52 above the portion of the framework housing members 55, areinner and outer tracks 53 and 54 for wheels 55 of a crane 5% having aboom 5?. The latter projects over the tank 2! and arranged for movementalong it is a carriage 5'5 having suitable hcistingtackle includingchain 53 and a cross bar 59 from which depends chains Bl adapted to behooked to bails 62 on opposite sides of the boats.

With this apparatus a boat may be lifted from the tank 2| and bedeposited on supporting members 5i, the crane 55 being movable alongtrack rails 53 and 5 2- to any panel of boat storing section of thestructure, or may be lifted from the supported members and placed in thetank. A guard member 68 extends from the crane under outer rail 55 toprevent the crane from being upset when lifting a boat from the tank.

The structure of the boats will now be described. Each bcat has a heavysheet metal hull comprising a cylindrical side wall portion 9! withupper and lower annular flanges s2 and 93, each of which consists of anoutwardly ex tended portion 5 5, thence a vertically extended portion95, and thence another outwardly directed portion 96, the generalarrangement of the side Wall and flanges constituting a drop-center rimsimilar in arrangement to the drop-center rim employed on automobilewheels. Extending around the rim and retained by the flanges 92 and s3is a pneumatic tire including a flexible casing 539 whose innerperipheries rest upon flange portions and an inner tube idfl that mayhave the usual valve stem by which it may be inflated with air to thedesired pressure.

The outer periphery of the lower annular flange 93 merges in adownwardly rounded portion Ell into a substantially flat hull bottom 98which constitutes the floor of the boat. The outer periphery of theupper annular flange merges in an upwardly rounded portion 89 which atthe front of the boat merges into an upwardly extending, rearwardlyinclined front wall I01: at

rearwardly inclined back wall the governor an upwardly and I02; and atthe sides of the boat merges into substantially horizontal upper wallsI03, the latter in turn merging into upwardly extending upper side wallsI 04. The upper edges of Wall portions |I, I02 and I04 may be providedwith a bead I05 which extends completely around the opening in the topof the boat.

the rear of the boat merges into Secured to the hull bottom 98 by meansof bolts I06 is an engine housing I01. The latter has a flange I08through which the bolts pass, also passing through a clamping member I09disposed upon the hull bottom. Mounted in the housing is an internalcombustion engine III having an intake H2 controlled by a throttle valveII3 operated by a link II4. Upon the engine drive shaft is a flywheel 5which preferably has built thereinto a centrifugal clutch, arranged toconnect the engine drive shaft to propeller shaft I I6 only when theengine operates above idling speed. The propeller shaft extends througha. bearing and stuinng box H1 and has on its outer end a screw propellerII8 secured by a pin to the shaft for rotation therewith.

Mounted for rotation on the propeller shaft and having a ratchetconnection with flywheel H5 is a starting pulley II9 around which iswrapped several turns of a cable I2I. By pulling the latter, an operatormay start the engine in the usual manner. A heavy clock spring I22 whoseouter end is anchored to a bracket I23 secured to the housing I01, hasits inner end coiled about and secured to a tubular extension I24 of thepulley H9, for rewinding the cable onto the pulley when the cable isreleased after having been pulled out to start the engine.

A forward extension I25 of the engine shaft operates a centrifugalgovernor I26 which has a lever arm I21 movable counterclockwise (as theparts appear in Fig. 14) about axis I28 as the engine speed increases. Aspring I29 attached to the lever urges clockwise movement of it as theengine speed decreases. The throttle control link I I4 extends throughan eye I3I on the upper end of lever arm I21 and at its end has a stopI32 abutted by an arm I33. The latter is secured to an accelerator pedalI34 and is pivoted at I35 to a stationary bracket I36.

A spring I31 extended between arm I33 and a stationary anchorage urgesarm I33 clockwise about its pivot I35, moving the link II4 to its limitposition (to the left in Fig. 14). A light compression spring I38 on rodII4 between eye I3| and stop I32 urges the latter forwardly (to theright in Fig. 14) to open the throttle valve II3 of the engine. A stopI39 on rod H4 is engageable by eye I3I of lever I21 to close thethrottle when the engine speed is excessive and I26 has swung lever I21counterclockwise, as the parts appear in Fig. 14.

During operation of the engine, th spring I31 will normally press armI33 against stop I32, retaining link H4 in its most rearward position,

wherein the throttle valve is closed, causing the engine to idle.Depression of the pedal I34 will swing arm I33 forwardly, allowing rodII4 to be moved forwardly by spring I38, opening the throttle andcausing the engine to operate at higher speed. In the event the pinsecuring the propeller H8 to shaft II5 should shear off, or for somother reason, should the engine race, the governor I26 will swing itslever I21 rearwardly, causing eye I3I to abut stop I39 and shift linkII4 rearwardly, closing the throttle valve and thereby reducing theengine speed, regardless of the position of pedal I34,

Extending over the engine housing I01, and above the hull bottom 98, isa sheet metal cover I 4 I having therein an opening I42 through whichaccess may be had to the engine compartment for starting the engine orfor making repairs or adjustments. A removable closure I43 for theopening I42 supports a seat cushion I44 and a step I45 to be used bypatrons entering and leaving the boat. As shown in Figs. 12 and 15 thestep and cover I4I are relatively narrow and hence, may be straddled bya patron seated on cushion I 44, which also is relatively narrow. Alarger cushion I46 extending substantially the entire Width of the boatmay be supported by member I41 which rests upon angle iron I48 extendedaround the rear portion of side wall 9| 0f the hull. The back and sideportions of the passenger compartment may be covered by upholstery I40.

The forward portion of cover I4I constitutes a standard I49 having anupper section I5I carrying a casting I52. The latter supports a bolt I53on which is rotatably mounted a. steering wheel I54. As shown in Fig.16, the wheel may have metal spokes I56 and a metal rim, all heavilycovered with rubber I51 in order to prevent injury to patrons. The hub Iof the wheel is held against displacement from the bolt I53 by lockingmembers I58, and in its forward face has an annular recess I59 in whichis seated a heavy coiled spring I6I. The latter bears upon a frictionwasher I62 that is disposed between hub I55 and a crank member I63, thelatter parts being disposed upon a sleeve projection I68 from theforward face of the hub. A friction washer I62 is disposed between thecrank I63 and locking members I58 which retain the spring I6Icompressed.

IAS shown in Fig. 14 a link I61 has at its upper end a bifurcatedfitting I68 pivoted to a pin I69 extending through opening I of arm I64,and its lower end pivoted to one arm, I1I, of a bell crank whose otherarm, I12, is pivoted to a link I13, the bell crank being pivoted at I14to a bracket which may be secured to engine I I I. The rear end of linkI13 is, as shown by Figs. 13 and 14, pivoted to an arm I15 secured to arudder shaft I16. The latter carries rudder I11, which is disposedrearwardly of the screw propeller H8, and extends through a bearing andpacking unit I18 secured to the hull bottom 98.

In operation of the steering mechanism, a right turn of the wheel I54(clockwise as viewed in Fig. 15) will swing crank arm I64 downwardlyfrom its normal horizontal position, lowering link I61 and causing linkI13 to move forwardly, thereby swinging rudder I11 to the right(counterclockwise in Fig. 13) and causing the moving boat to turn to theright. An opposite turn of the wheel I54, will, through the sameinstrumentalities, cause the moving boat to turn left.

Movement of crank I63 by the wheel I54 is dependent upon frictionbetween hub I55, spring I 6 I washers I62 and I62 and the crank, so thatexcessive movement of the wheel will merely result in slippage, andjamming, undue straining, or breakage of the parts of the steering gearis thereby avoided. However, since the crank, spring I6I, and steeringwheel constitute a unit which turns freely on the shaft I53, thefriction referred to does not increase the steering effort.

An exhaust pipe I50 from the engine III may extend through standard I48and thence around the upper portion of the hull, being covered withinsulation at places adjacent the passenger compartment, and opening tothe atmosphere as indicated at IIE in Fig. 12. A muffler Hill in theexhaust line may be disposed within the standard 14.9.

The meter mechanism shown in detail in Figs. 16 and 17 will now bedescribed. Carried by the steering wheel is a sheet metal casing I19supporting a glass i8l which protects a meter dial I82 that is securedto bolt I53 by fasteners i333. An indicator hand I84 adapted formovement around the dial is mounted upon a rod I85 by friction meansI85, the rod extending through an axial bore in the bolt I53 and havingan inner end I85 of non-circular cross section. Slidable upon the latteris a member IQB having elongated gear teeth I81, an annular channel 588,and a rod-like extension I39 with an enlarged and bifurcated head ISI.

The gear toothed portion of member $56 is rotatably and slidablyreceived in a tube I92 extended from a casing I92 that is supportedwithin the casting I52 by suitable bracket means.

Within the casing is a clockwork mechanism (not shown) which may bewound when necessary by key I94, the clockwork driving at constant speeda shaft 95 carrying gears I913, as: and i558 of varying pitch diameters.

(lo-axial with the rod m and members I99 and I92 and each jcurnaled forfree rotation in the casing I33 are gears 20!, 262 and which constantlymesh respectively with gears E95, I9! and I98. Each of gears 2E2 and 293has an axial bore, frictionally engageable by bifurcated head ItI ofmember sec. Engaged in the annular channel I38 of the latter member isthe free end of an arm which is secured to a shaft 2% that is journaledfor rotation in a bracket 2%.

The shaft 265 has an axial opening therein provided with keyway 2B1whereby with the aid of a suitable key (which may be the key I92?) shaft205 and arm 2% may be turned to shift member I90 axially of rod I tothereby bring the bifurcated head IQI into frictional engagement withany selected one of gears 29!, or 283. Carried by shaft 2535 is anindicator needle 203 disposed beneath a window 289 carried by castingI52 and so graduated by indicia 2II as to indicate by the position ofthe needle 2553 which of the gears 2m, 2582 or 283 is engaged by thebifurcated. head I9l.

As shown in Fig. 1'7 there is meshed with gear teeth IS'I on member 5% arack bar i2 22 which is adapted to slide within a substantially verticalguide tube 2E3, the latter having a preferably funnel-shaped opening 2Mthrough upper wall of casting I52.

\Vhen a boat occupied by a patron. is started out, the operator of theamusemcn apparatus may set the meter in operation by first winding theclockwise mechanism, if necessary, and then, with a suitable rod (notshown) inserted in tube 7H3, may depress the rack 2H3 to its lowermostposition, abutment with the bottom of the tube. thereby rotating themember $98, rod 585 and the indicator hand 84 (counterclockwise as theparts appear in l5 and 17) hich will cause the indicator: hand to rotateinto abut ment with a stop 2 4 on dial The clockwork mechanism willcommence to rotate the rod 235 and hand (clockwixe as viewed in Figs. 15and 17), so that upon con clusion of the ride the operatorof theamusemerit and the patron will be advised of the ex- 'tent'of the ride.While the dial may be calibrated in time, it is preferred that it becalibrated in terms of money,,s 0 that the patron may be constantlyadvised during the ride of the amount owing, and at the conclusion ofthe ride the operator .is advised, without computation, of the amountthe patron should be charged. When another ride is commenced the handI84 may be set again to starting position by depression of rack 2E2 asheretofore described. During such setting the head ISI may slip withrespect to the gear which it engages so that the clockwork need not beturned backward.

By varying the position of head Ifil, to engage one or the other ofgears EM, 292 or 203, the operator may vary the rental rate, the ratebeing highest per unit of time when the head IQI is engaged with gear203 and lowest when engaged with gear 29 I When in operation the boats,after leaving the loading platform, may be driven about the tank alongany courses, and at any speeds Within the capability of the engine,which the patron-drivers may adopt, these courses and speeds leading tofrequent collisions of the several boats. By reason of the shockabsorbing characteristics of the tires 99, I80, which are preferablyinflated to only a relatively low pressure, the force of impact of evena head-on collision will be insufiicient to cause injury to theoccupants of the boats.

At times, however, such collisions will cause the boats to partiallytelescope, as indicated in Fig. 18, the tire 93 of one boat riding uponthe tire of the other boat that is involved. In order to prevent thetire of one boat from riding over the edge I85 about the front wall IEHof the other boat, upwardly extending grilles comprised of verticalguard bars 2H and a header bar 2I2 may be provided on the boatsabovewalls IOI thereof.

Since considerable splashing occurs as a result of collisions of theboats, transparent sheet material 2 I3 is extended between the guardbars. As is also shown in Fig. .18 wings 2M consisting of panes oftransparent material supported by framing 2I5 may be arranged on thesides of the boats rearwardly of the guard bar structure ZI I, ..l

On at least one side of each boat so equipped the frame 2|5 ispreferably pivoted, as indicated at 2H5, .and is held against pivotingby a releasable fastener 2 I1. B this arrangement the frame 215 maybereleased and swing about its pivot 216 to enable patrons to enter orleave the boat.

In the boats illustrated in Figs. 3, 4, 5, 10 and 12, the passengercompartments are entirely covered, affordin complete protection fromsplashing to occupants. The covering structure includes a rear sectioncomposed of stationary frame members 221 extending over the rear portionof the passenger compartment and supporting transparent cover material222 which is preferably formed to the spherical contour indicated. Thestructure also includes a forward section hinged at 223, consisting of abase frame member 224, transverse frame members 225, guard bars 226extending from the base member 224 to the upper portion of the forwardtransverse member 225, and transparent cover material 22! supported bythe guard bars and frame members.

By reason of its pivotal mounting, the forward cover section may beswung forwardly, to the position shown in full lines in Fig. 4 and inbroken lines in Fig. 10, to permit patrons to. enter or leave the boat.

' rod 24I is a stop 243,

In order to prevent damage to the engine casing I01, the boats may beprovided, as shown in Figs. and 11, with a guard plate 23I which may besecured to the curved portion 91 of the hull bottom and may dependtherefrom just forwardly of the nose of casing I 01.

In order to protect the rudder and propeller units of the boats, eachboat may be provided with a guard, shown in Figs. 19 and 20, consistingof a metal strap 232 secured to the hull bottom 98 and extending aroundthe around the rudder I11.

In Figs. 21 and 22 is shown a novel form of throttle control linkagewhereby continued actuation of the steering wheel I54 of a boat will beeffective to maintain the engine throttle open. Connected to the uprightbell crank arm I12 is a rod 24I extending through an opening in an arm242 that is secured to shaft I35, replacing the pedal I34 shown in Fig.14. On the end of and between the latter and gum 242 a coil spring 244is disposed upon rod cylinder, may the other side through the piston andare normally closed by a disc valve 254 held by a light spring 255disposed between the valve and an abutment 255 on the piston rod 241.

In operation of the boats, it has been found that the patron-occupantsthereof actuate the steering wheels almost constantly, turning themfirst in one direction and then in the other. Upon each movement of thewheel raising rod I61 (which will move link I 13 rearwardly, moving therudder to cause a left turn of the boat), rod 24I will be movedrearwardly, to the left as the parts are viewed in Fig. 21, causing thespring 244 to press against arm 242, and thereby causing the arm andshaft assembly 242, I35, 245, I33 to be swung counterclockwise againstthe resistance of spring I31. This permits rod II 4 to move sprin I38,opening the neath the piston will pass through openings 253 the valve254 lifting to permit such passage. Movement of the steering wheelbeyond the point at which the throttle is fully opened is permitted bycompression of spring 244.

When the steering wheel I54 is turned in the opposite direction,lowering rod I61 and moving rod 24I forwardly, dash-pot action of thepiston and cylinder 252, 249, will temporarily retain the throttle valveopen. The spring without departing from the 5 With this arrangement theboats require. no pedal manipulation by patrons, and will usuallyproceed at full speed, aifording maximum enjoyment and thrills to theoccupants and to spectators. Furthermore, a boat may beweasily handledwhen in the slip of the loading platform, a mere twist of the wheel I54by the amusement apparatus operator causing thev boat to propel itselfforwardly, avoiding necessity of the operator operating a throttle pedalor handle.

It will be understood that in operation of the boats, the forwardportions thereof may plane out of the water slightly, the boats ridingon the rear surfaces of the hull bottoms 98 and tires 90. Due to thelarge diameter and displacement of the latter, any tendency of the boatsto tip over to a dangerous angle is avoided; any dipping of one sectionof the tire will very greatly increase the displacement of the boatalong that edge, thereby assuring a relatively high degree of stability.Because of their circular shape, and the rudder and propellerarrangement, the boats may be turned about their own vertical axes. Byreason of the vertical rollers along the walls of the tank they may eventurn when against the tank walls, whereas without such rollers it isdifiicult, if not impossible, for the boats of this form to maneuveraway from such walls.

It will be understood further that the apparatus herein shown anddescribed is merely illustrative of the inventive principles involved,and that these principles may be otherwise embodied spirit of theinvention or the scope of the appended claims.

I claim:

1. In amusement apparatus, a boat having propulsion means including amovable speed control element, a steering gear for the boat, meansoperable by and upon steering movement of the steering gear to urge saidspeed control element to high speed position, resilient means for urgingsaid element to low speed position, and means for retarding operation ofsaid resilient means.

2. In amusement apparatus, a boat having propulsion means including anengine with a throttle valve, a steering gear for said boat, meansoperable by and upon steering movement of the steering gear for openingsaid throttle valve, and means for slowly closing said throttle valvewhen said steering gear operable means is ineffective.

3. In amusement apparatus, a boat having a propeller and an engine fordriving the propeller, said engine having a throttle valve forcontrolling the speed thereof, means including a centrifugal clutchconnecting the engine and propeller, said clutch engaging when theengine operates at a predetermined speed above idling speed as aconsequence of the throttle valve being opened, steering gear for theboat, means operable by and upon movement of the steering gear to opensaid throttle valve, and delayed action means for closing said throttlevalve when the steering gear is not being moved.

4. In apparatus of the class described, a boat hull having asubstantially circular bottom and a substantially cylindrical side wall,a pneumatic tire mounted upon and extending around said side wall, saidtire constituting resilient bumper means and also water displacementmeans for supporting and stabilizing the boat, a drive housingconstituting a part of said bottom and projecting below the side wall,drive means in said housing including a propeller shaft projecting fromthe housing in substantially diametrical relation to a circular sidewall, a. screw propeller mounted on said shaft and a rudder disposedrearwardly' of the propeller.

5.. In apparatus of the. class described, a hull haying a substantiallycircular bottom wall and a substantially cylindrical side wall extendingupwardly therefrom, a pneumatic tire mounted upon and extending aroundsaid side wall, a well in said circular bottom wall depending therefromin substantially diametrical relation thereto, and drive meansincluding. a motor in said well and a rotatable shaft for a screwpropeller extending through an end wall of said well in a vertical planein. substantially diametrical relation. to said cylindrical side wall.

6., In amusement apparatus, a boat comprising a substantiallycylindrical body portion, a pneumatte: tire surrounding and supported bysaid body portion and projecting below the normal water line of theboat, said tire constituting a resilient bumper and also acting normallyas water displacement. means for supporting the boat, said tire beingrounded in vertical section to facilitate riding thereof upon or underthe tire of a similar boat during a collision of said boats, wallsdefining a passenger compartment extending upwardly from said bodyportion, and propelling and steering means depending from said bodyportion, said walls constituting a fender engageable by the tire of asimilar boat when the latter overrides the first mentioned tire during acollision of the boats, to prevent the first mentioned tire fromengaging said propelling and steering means of the similar boat.

I-IYLA F. MAYNES.

